CN112030663B - Movable track structure at railway plane intersection - Google Patents
Movable track structure at railway plane intersection Download PDFInfo
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- CN112030663B CN112030663B CN202011043876.6A CN202011043876A CN112030663B CN 112030663 B CN112030663 B CN 112030663B CN 202011043876 A CN202011043876 A CN 202011043876A CN 112030663 B CN112030663 B CN 112030663B
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- 230000002093 peripheral effect Effects 0.000 claims abstract description 27
- 230000007246 mechanism Effects 0.000 claims description 14
- 241001669679 Eleotris Species 0.000 claims description 10
- 229910000831 Steel Inorganic materials 0.000 claims description 7
- 239000010959 steel Substances 0.000 claims description 7
- 230000003044 adaptive effect Effects 0.000 claims description 2
- 238000005096 rolling process Methods 0.000 abstract description 10
- 238000010276 construction Methods 0.000 description 6
- 230000008859 change Effects 0.000 description 2
- 239000004568 cement Substances 0.000 description 1
- 239000004927 clay Substances 0.000 description 1
- 201000010099 disease Diseases 0.000 description 1
- 208000037265 diseases, disorders, signs and symptoms Diseases 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000004570 mortar (masonry) Substances 0.000 description 1
- 239000011376 self-consolidating concrete Substances 0.000 description 1
Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
- E01C9/04—Pavings for railroad level-crossings
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2/00—General structure of permanent way
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a movable track structure at a railway plane intersection, which comprises a main track structure, an auxiliary track structure and a guide rail assembly. The part of the main track structure, which is intersected with the road, is provided with a notch section, and the auxiliary track structure is adapted to the notch section and is correspondingly arranged in the notch section. The rail assembly extends from the road surface directly below the notch section to a peripheral road surface region of the road. The track auxiliary structure is movably arranged on the guide rail assembly, and the track auxiliary structure can move to the gap section or the peripheral pavement area along the guide rail assembly. When the traffic tool on the road needs to pass through the level crossing, the road is in a passing state, and at the moment, the level crossing is not passable, so that the traffic tool can smoothly pass through the notch section and cannot roll the track structure at the level crossing, the track structure can be protected from rolling by the vehicle, the traffic tool on the road is enabled to pass safely, and the safety is greatly improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a movable rail structure at a railway plane intersection.
Background
In recent years, with the rapid increase of railway transportation demands, the phenomenon of crossing the plane of the railway and the road is increasing in order to reduce the occupied area. As traffic demand increases, motor vehicles at a level crossing (hereinafter referred to as a level crossing) crossing between a railway and a road are gradually increasing, so that the level crossing is a weak link and a dangerous segment in railway transportation. Generally, the traffic control modes at the level crossing comprise a signal lamp flashing indication mode which is provided with a person or an unattended operation, and a manually-controlled or automatically-controlled rail machine or a retractable door control mode. The traffic control at the level crossing can realize safe staggering of railway operation and road operation, however, the control mode cannot protect the track structure from being influenced by road vehicles, when the road vehicles pass through the level crossing, the track structure inevitably bears rolling, the rolling effect perpendicular to the line direction is not in the load range considered in the design of the track structure, the rail is possibly deformed under the long-term effect, the lower track structure generates diseases, the smoothness and riding comfort of the railway track are influenced, and potential safety hazards are brought.
Disclosure of Invention
Based on this, it is necessary to overcome the drawbacks of the prior art and to provide a movable track structure at the railway plane intersection, which is capable of protecting the track structure from rolling by vehicles, and enabling vehicles on the road to pass safely, improving safety.
The technical scheme is as follows: a railway plane intersection movable track structure, the railway plane intersection movable track structure comprising: the track auxiliary structure is adaptive to the gap section and is correspondingly arranged in the gap section; the guide rail assembly is arranged on the road surface, the guide rail assembly extends from the road surface right below the notch section to the peripheral road surface area of the road, the track auxiliary structure is movably arranged on the guide rail assembly, and the track auxiliary structure can move to the notch section or the peripheral road surface area along the guide rail assembly.
When the train needs to pass through the main track structure, the movable track structure at the railway plane intersection enables the main track structure to be in a passing state, namely, the auxiliary track structure is driven to move along the guide rail assembly to be in the notch section, so that the train can smoothly pass through the main track structure without being influenced by the notch section; when the traffic tool on the road needs to pass through the level crossing, the road is in a passing state, at the moment, the level crossing of the main track structure is not passable, namely the auxiliary track structure is driven to move out of the notch section along the guide rail assembly and move to the peripheral road surface area, so that the traffic tool on the road can smoothly pass through the notch section, the track structure at the level crossing cannot be rolled, the track structure can be protected from rolling by vehicles, the traffic tool on the road is enabled to pass safely, and the safety is greatly improved.
In one embodiment, the rail assembly includes a first rail and a second rail; the first guide rail is arranged along the extending direction of the road, and the first guide rail is connected with the second guide rail; the second rail extends from the road surface of the road to a peripheral road surface area of the road.
In one embodiment, the number of the first guide rails is more than one, the first guide rails penetrate through the notch section, the number of the second guide rails is two, the two second guide rails are connected with the first guide rails, and the two second guide rails are respectively located on two sides of the track main structure and extend to the peripheral pavement area.
In one embodiment, the track auxiliary structure comprises two split structures, and the two steel rails of the track auxiliary structure are respectively and correspondingly arranged on the two split structures.
In one embodiment, the split structure comprises a supporting layer, an adjusting layer, a track plate, a sleeper, a fastener and the steel rail which are sequentially arranged from bottom to top; the adjusting layer is fixedly arranged on the supporting layer, the track plate is fixedly arranged on the adjusting layer, the sleeper is fixedly arranged on the track plate, the fastener is fixedly arranged on the sleeper, and the steel rail is fixedly arranged on the fastener.
In one embodiment, a first bump is disposed on a side of one of the split-structure track plates facing the other split-structure track plate, and a first groove corresponding to the first bump is disposed on a side of the other split-structure track plate facing the one split-structure track plate, and the first bump is detachably inserted into the first groove.
In one embodiment, a second bump is provided on a side of the support layer of one of the split structures facing the support layer of the other split structure, and a second groove corresponding to the second bump is provided on a side of the support layer of the other split structure facing the support layer of one of the split structures, and the second bump is detachably inserted into the second groove.
In one embodiment, the first guide rail and the second guide rail are both groove-shaped guide rails, the groove-shaped guide rails are embedded into the road surface, and a moving part moving along the groove-shaped guide rails is arranged on the bottom surface of the track auxiliary structure; the moving part is a universal ball, and the universal ball is movably arranged in the groove type guide rail.
In one embodiment, the movable rail structure at the railway plane intersection further comprises a driving mechanism connected with the rail auxiliary structure for driving the rail auxiliary structure to move along the guide rail assembly.
In one embodiment, the movable track structure at the railway plane intersection further comprises a sensing device and a controller, the sensing device is electrically connected with the driving mechanism and the controller, the sensing device is used for sensing whether a train runs through the notch section, and the controller is used for controlling the driving mechanism to drive the track auxiliary structure to act.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application.
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of a movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 2 is a schematic view showing a state that two split structures of a movable rail structure at a railway plane crossing move to both sides according to an embodiment of the present invention;
FIG. 3 is a schematic view showing an opened mode of a movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 4 is a schematic view showing another opening mode of a movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 5 is a schematic view showing a further mode of opening a movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 6 is a top view of one of the split structures of the movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 7 is a top view of another split construction of a movable rail construction at a railway planar intersection in accordance with one embodiment of the present invention;
FIG. 8 is a side view of one of the split structures of the movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 9 is a side view of another split construction of a movable rail construction at a railway planar intersection in accordance with one embodiment of the present invention;
FIG. 10 is a front view of one of the split structures of the movable rail structure at a railway plane crossing according to an embodiment of the present invention;
FIG. 11 is a front view of another split construction of a movable rail construction at a railway planar intersection in accordance with one embodiment of the present invention;
Fig. 12 is a schematic view of a moving member of a movable rail structure at a rail intersection according to an embodiment of the present invention when the moving member is engaged with a groove guide.
10. A track main structure; 11. a notched section; 20. a rail auxiliary structure; 21. a split structure; 211. a support layer; 2111. an inner concave portion; 2112. a second bump; 2113. a second groove; 212. an adjustment layer; 2121. a protruding portion; 213. a track plate; 2131. a first bump; 2132. a first groove; 214. sleeper; 215. a fastener; 216. a steel rail; 30. a guide rail assembly; 31. a first guide rail; 32. a second guide rail; 41. a road; 42. a peripheral road surface area; 50. and a moving member.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.
Referring to fig. 1 to 3, fig. 1 is a schematic view showing a structure of a movable rail structure at a railway plane crossing according to an embodiment of the present invention, fig. 2 is a schematic view showing a state in which two split structures 21 of the movable rail structure at the railway plane crossing are moved to both sides, and fig. 3 is a schematic view showing a state in which one of the movable rail structures at the railway plane crossing is opened according to an embodiment of the present invention. The invention provides a movable rail structure at a railway plane intersection, which comprises a rail main structure 10, a rail auxiliary structure 20 and a guide rail assembly 30. The main track structure 10 is provided with a notch section 11 at the crossing part with the road 41, and the auxiliary track structure 20 is adapted to the notch section 11 and is correspondingly arranged in the notch section 11. The rail assembly 30 is disposed on the road 41 surface, and the rail assembly 30 extends from the road 41 surface directly below the notch section 11 to the peripheral road surface area 42 of the road 41. The rail sub-structure 20 is movably disposed on the rail assembly 30, and the rail sub-structure 20 can be moved along the rail assembly 30 to the gap section 11 or to the peripheral road surface area 42.
When the train needs to pass through the main rail structure 10, the movable rail structure at the railway plane intersection enables the main rail structure 10 to be in a passing state, namely, the auxiliary rail structure 20 is driven to move into the gap section 11 along the guide rail assembly 30, so that the train can pass through the main rail structure 10 smoothly without being influenced by the gap section 11; when the vehicles on the road 41 need to pass through the level crossing, the road 41 is in a passing state, and at the moment, the level crossing of the track main structure 10 is not passable, namely the track auxiliary structure 20 is driven to move out of the notch section 11 along the guide rail assembly 30 and to move to the peripheral pavement area 42, so that the vehicles on the road 41 can smoothly pass through the notch section 11 without rolling the track structure at the level crossing, namely the track structure is protected from rolling vehicles, the vehicles on the road 41 are enabled to pass safely, and the safety is greatly improved.
It should be noted that, the peripheral road surface area 42 of the road 41 refers to an area other than the road surface area of the road 41, which may be other road surfaces of the road 41 or may be a common road surface, and the main purpose is to guide the track auxiliary structure 20 out of the notch section 11 and move to the peripheral area of the road 41, so as to realize unobstructed road 41, and facilitate the vehicles on the road 41 to pass through the level crossing smoothly.
It should be noted that the way in which the track main structure 10 intersects the road 41 may be a vertical intersection (as shown in any one of fig. 1 to 5), but may also be other included angles, such as 30 degrees, 45 degrees, 60 degrees, etc., which are not limited herein.
The road 41 may be a cement road surface, a clay road surface, or the like, but may be a track road, and is not limited thereto. Note that the track main structure 10 may intersect one road 41 or intersect a plurality of roads 41, and is not limited to this.
Specifically, the track structure in this embodiment may be a ballastless track or a ballasted track, which is not limited herein. The track structure in this embodiment may be applied to any one of a high-speed railway, an inter-city railway, a common railway, and a subway, and is not limited thereto.
Referring to fig. 12, fig. 12 is a schematic view illustrating a structure of a movable member 50 of a movable rail structure at a rail intersection and a groove-shaped guide rail according to an embodiment of the invention. It should be further noted that the track auxiliary structure is movably disposed on the rail assembly 30, and the moving member 50 moving along the rail assembly 30 is disposed on the bottom surface of the track auxiliary structure. The moving member 50 may be a sliding member disposed on the bottom surface of the rail auxiliary structure, and can freely slide along the rail assembly 30 through the sliding member, so as to realize that the rail auxiliary structure slides along the rail assembly 30 to change positions; the moving member 50 may be provided with a rolling member on the bottom surface of the rail auxiliary structure, and the rolling member may freely roll along the rail assembly 30 to realize the rolling change of the position of the rail auxiliary structure along the rail assembly 30.
Referring to fig. 3 to 5, fig. 3 is a schematic view showing a state of one of the opening modes of the movable rail structure at the railway plane crossing according to an embodiment of the present invention, fig. 4 is a schematic view showing a state of the other opening mode of the movable rail structure at the railway plane crossing according to an embodiment of the present invention, and fig. 5 is a schematic view showing a state of the other opening mode of the movable rail structure at the railway plane crossing according to an embodiment of the present invention. Further, the rail assembly 30 includes a first rail 31 and a second rail 32. The first rail 31 is disposed along the extending direction of the road 41, and the first rail 31 is connected to the second rail 32. The second rail 32 extends from the road surface of the road 41 to the peripheral road surface area 42 of the road 41. Thus, the track auxiliary structure 20 moves from the notch section 11 area to the second guide rail 32 along the first guide rail 31 and moves to the peripheral pavement area 42, so that the working state that the level crossing of the road 41 is passable is realized; on the contrary, the track auxiliary structure 20 moves from the peripheral pavement area 42 to the first guide rail 31 along the second guide rail 32, and moves to the notch section 11 to be connected with the track main structure 10 to form a whole, so that the notch section 11 of the track main structure 10 is in a working state capable of passing.
Referring to fig. 3 to 5, it should be noted that the second guide rail 32 may be parallel to the running direction of the main track structure 10 or may form an included angle with the running direction of the main track structure 10, so long as the auxiliary track structure 20 can be moved to the peripheral road surface area 42. Specifically, the second guide rail 32 and the track main 10 are parallel to each other in the running direction, as shown in the drawings of the present embodiment.
Referring to fig. 3 to 5, in one embodiment, the first guide rail 31 is more than one, and the first guide rail 31 penetrates through the notch section 11. The number of the second guide rails 32 is two, and the two second guide rails 32 are connected with the first guide rail 31, and the two second guide rails 32 are respectively positioned at two sides of the track main structure 10 and extend to the peripheral pavement area 42. Thus, since the two second guide rails 32 are two, the two second guide rails 32 are respectively located at two sides of the track main structure 10 and both extend to the peripheral road surface area 42, that is, the track auxiliary structure 20 can be moved to the second guide rail 32 at one side of the track main structure 10 according to the requirement of the user, and can be moved to the peripheral road surface area 42 along the second guide rail 32, thereby realizing that the road 41 is unobstructed, and facilitating the vehicles on the road 41 to pass through the level crossing smoothly.
Specifically, two to four first guide rails 31 are arranged on the road 41 at intervals in parallel, two to four moving members 50 are correspondingly arranged on the bottom surface of the track auxiliary structure 20 and respectively move along the first guide rails 31, so that the first guide rails 31 can be stably moved out of the notch section 11 and then move onto the second guide rail 32. Of course, the number of the first guide rail 31 may be one or four or more, and is not limited thereto.
It should be noted that the number of the second rails 32 is not limited to two, and may be one, or three or more, and when the number of the second rails 32 is one, the second rails 32 are disposed on one side of the track main structure 10, that is, the track sub-structure 20 is moved to the peripheral road surface region 42 on one side of the track main structure 10.
Referring to fig. 3-5, in one embodiment, the track sub-structure 20 includes two split structures 21. The two rails 216 of the track auxiliary structure 20 are respectively and correspondingly arranged on the two split structures 21. Thus, the track auxiliary structure 20 is formed by splicing the two split structures 21, so that when the track auxiliary structure 20 is moved to the peripheral pavement area 42, the specific movement modes are more, and the movement scheme is determined according to the actual requirements, so that the operability is stronger and more reasonable. The moving manner may specifically be, for example, that the two split structures 21 are moved to both sides of the track main structure 10 through the first guide rail 31, respectively, and then both the split structures 21 are moved to one side of the road 41 through the second track in the same direction; for another example, the two split structures 21 may be moved to both sides of the track main structure 10 through the first guide rail 31, respectively, and then the two split structures 21 may be moved to both sides of the road 41 through the second track in the opposite direction; for another example, it is possible to move both split structures 21 to the same side of the track main structure 10 through the first guide rail 31 and then move both split structures 21 to both sides of the road 41 through the second track in the opposite direction or move both split structures 21 to one side of the road 41.
It should be noted that, the split structure 21 may be divided into two or more split segments along the running direction of the track main structure 10, and the two or more split segments are sequentially spliced to form the split structure 21. When the split structure 21 is moved out to the peripheral road surface area 42, the split small sections of the split structure 21 can independently perform moving operation, and can also perform moving operation together, so that specific moving modes are more, operability is higher, and specific moving modes are not repeated here.
Referring to fig. 6, 8 and 10, or fig. 7, 9 and 11, in one embodiment, the split structure 21 includes a supporting layer 211, an adjusting layer 212, a track plate 213, a sleeper 214, a fastener 215 and a rail 216 sequentially arranged from bottom to top. The adjusting layer 212 is fixedly arranged on the supporting layer 211, the track plate 213 is fixedly arranged on the adjusting layer 212, the sleeper 214 is fixedly arranged on the track plate 213, the fastener 215 is fixedly arranged on the sleeper 214, and the steel rail 216 is fixedly arranged on the fastener 215. Specifically, the adjustment layer 212 is a CA mortar layer or a self-compacting concrete layer.
Referring to fig. 8 and 9, in one embodiment, the bottom surface of the adjustment layer 212 is provided with a protrusion 2121, and the top surface of the supporting layer 211 is provided with an inner recess 2111 corresponding to the protrusion 2121, and the protrusion 2121 is fitted into the inner recess 2111. Or the bottom surface of the adjustment layer 212 is provided with an inner recess 2111, and the top surface of the support layer 211 is provided with a protruding portion 2121 corresponding to the inner recess 2111, and the protruding portion 2121 is fitted into the inner recess 2111. In this way, the adjustment layer 212 and the support layer 211 can be firmly combined. Specifically, the number of the protruding portions 2121 may be one, two, three, or more, without limitation. The number of concave portions 2111 is set corresponding to the number of convex portions 2121.
Referring to fig. 6 to 11, in one embodiment, a first protrusion 2131 is disposed on a side of the track plate 213 of one split structure 21 facing the track plate 213 of the other split structure 21, a first groove 2132 corresponding to the first protrusion 2131 is disposed on a side of the track plate 213 of the other split structure 21 facing the track plate 213 of the one split structure 21, and the first protrusion 2131 is detachably inserted into the first groove 2132. Specifically, the number of the first protrusions 2131 is not limited, and may be one, two, three or more, and the number of the first grooves 2132 corresponds to the number of the first protrusions 2131. Thus, when the two split structures 21 move to the notch section 11, the first protruding block 2131 is inserted into the first groove 2132, so that positioning between the two split structures 21 can be realized, and stability is better.
Referring to fig. 6 to 11, in one embodiment, a second protrusion 2112 is provided on a side of the support layer 211 of one of the split structures 21 facing the support layer 211 of the other split structure 21, a second groove 2113 corresponding to the second protrusion 2112 is provided on a side of the support layer 211 of the other split structure 21 facing the support layer 211 of the one split structure 21, and the second protrusion 2112 is detachably inserted into the second groove 2113. In this way, when the two split structures 21 move to the notch section 11, the second protrusions 2112 are inserted into the second grooves 2113, so that positioning between the two split structures 21 can be achieved, and stability is better. Specifically, the number of the second protrusions 2112 is not limited, and may be one, two, three, or more, and the number of the second grooves 2113 corresponds to the number of the second protrusions 2112.
Referring to fig. 12, in one embodiment, the first guide rail 31 and the second guide rail 32 are both groove-shaped guide rails, the groove-shaped guide rails are embedded into the pavement of the road 41, and the bottom surface of the track auxiliary structure 20 is provided with a moving member 50 moving along the groove-shaped guide rails; the moving member 50 is a universal ball movably disposed in the groove guide rail. It should be understood that the moving member 50 may be a universal roller movably disposed in the groove-shaped guide rail, and the moving member 50 may be other moving members along the groove-shaped guide rail, which is not limited herein.
In one embodiment, the track structure movable at the railway plane intersection further comprises a drive mechanism. A drive mechanism is coupled to the rail sub-structure 20 for driving the rail sub-structure 20 along the rail assembly 30. Thus, the rail auxiliary structure 20 is driven by the driving mechanism to move along the guide rail assembly 30, the rail auxiliary structure 20 is not required to be driven manually, and the degree of automation is high.
In one embodiment, the movable track structure at the railway plane intersection further comprises a sensing device and a controller, wherein the sensing device and the driving mechanism are electrically connected with the controller, the sensing device is used for sensing whether a train runs through the notch section 11, and the controller is used for controlling the driving mechanism to drive the track auxiliary structure 20 to act.
Further, the sensing device may specifically be, for example, a vibration sensing member, an acousto-optic sensing member, or the like. The vibration sensing piece is arranged on the track main structure 10, senses vibration information of the track main structure 10, judges whether a train arrives according to the vibration information, and correspondingly controls the driving mechanism to act when the train is about to arrive at the gap section 11, and the driving mechanism drives the track auxiliary structure 20 to move to the gap section 11, so that the track main structure 10 can pass. After the train has moved past the cut-out section 11, the drive mechanism correspondingly drives the rail auxiliary structure 20 out of the cut-out section 11, so that the road 41 can be passed again.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The foregoing examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.
Claims (10)
1. A railway plane intersection movable track structure, the railway plane intersection movable track structure comprising:
The track auxiliary structure is adaptive to the gap section and is correspondingly arranged in the gap section;
The guide rail assembly is arranged on the road surface, the guide rail assembly extends from the road surface right below the notch section to the peripheral road surface area of the road, the track auxiliary structure is movably arranged on the guide rail assembly, and the track auxiliary structure can move to the notch section or the peripheral road surface area along the guide rail assembly.
2. The movable rail structure at a railway flat crossing of claim 1, wherein the rail assembly comprises a first rail and a second rail; the first guide rail is arranged along the extending direction of the road, and the first guide rail is connected with the second guide rail; the second rail extends from the road surface of the road to a peripheral road surface area of the road.
3. The movable rail structure at a railway plane crossing according to claim 2, wherein the number of the first guide rails is more than one, the first guide rails penetrate through the notch section, the number of the second guide rails is two, the two second guide rails are connected with the first guide rails, and the two second guide rails are respectively located on two sides of the rail main structure and extend to the peripheral pavement area.
4. A movable rail structure at a railway plane crossing according to claim 3, wherein the rail auxiliary structure comprises two split structures, and two rails of the rail auxiliary structure are respectively and correspondingly arranged on the two split structures.
5. The movable rail structure at a railway plane crossing according to claim 4, wherein the split structure comprises a supporting layer, an adjusting layer, a rail plate, a sleeper, a fastener and the steel rail which are sequentially arranged from bottom to top; the adjusting layer is fixedly arranged on the supporting layer, the track plate is fixedly arranged on the adjusting layer, the sleeper is fixedly arranged on the track plate, the fastener is fixedly arranged on the sleeper, and the steel rail is fixedly arranged on the fastener.
6. The movable rail structure at a railway plane crossing according to claim 5, wherein a side of one of the split structure rail plates facing the other split structure rail plate is provided with a first projection, and a side of the other split structure rail plate facing the one split structure rail plate is provided with a first groove corresponding to the first projection, the first projection being detachably inserted into the first groove.
7. The movable rail structure at a railway plane crossing according to claim 5, wherein a second projection is provided on a side of one of the divided structure support layers facing the other divided structure support layer, and a second recess corresponding to the second projection is provided on a side of the other divided structure support layer facing the one divided structure support layer, the second projection being detachably inserted into the second recess.
8. The movable rail structure at the railway plane intersection according to claim 2, wherein the first guide rail and the second guide rail are both groove-shaped guide rails, the groove-shaped guide rails are embedded into the road surface, and a moving piece which moves along the groove-shaped guide rails is arranged on the bottom surface of the rail auxiliary structure; the moving part is a universal ball, and the universal ball is movably arranged in the groove type guide rail.
9. The movable rail structure at a railway flat crossing according to any one of claims 1 to 8, further comprising a drive mechanism coupled to the rail auxiliary structure for driving the rail auxiliary structure along the rail assembly.
10. The movable track structure at a railway flat crossing according to claim 9, further comprising a sensing device and a controller, wherein the sensing device and the driving mechanism are electrically connected with the controller, the sensing device is used for sensing whether a train runs through the notch section, and the controller is used for controlling the driving mechanism to drive the auxiliary track structure to act.
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| CN202011043876.6A CN112030663B (en) | 2020-09-28 | 2020-09-28 | Movable track structure at railway plane intersection |
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| CN202011043876.6A CN112030663B (en) | 2020-09-28 | 2020-09-28 | Movable track structure at railway plane intersection |
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| CN114657818B (en) * | 2022-04-12 | 2023-06-13 | 北京航天长城卫星导航科技有限公司 | Safe and stable rail protection device |
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| FR2663054A1 (en) * | 1990-06-12 | 1991-12-13 | Aquitaine Beton Manufacture Sa | Level crossing flooring (paving) consisting of three longitudinal beams and slabs made of reinforced concrete |
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| CN212505690U (en) * | 2020-09-28 | 2021-02-09 | 深圳大学 | Movable track structure at railway plane intersection |
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| DD204721A1 (en) * | 1982-01-15 | 1983-12-07 | Wilfried Zippel | RAIL-LEADING, RETRACTABLE TRAIN TRACK |
| FR2663054A1 (en) * | 1990-06-12 | 1991-12-13 | Aquitaine Beton Manufacture Sa | Level crossing flooring (paving) consisting of three longitudinal beams and slabs made of reinforced concrete |
| CN106468040A (en) * | 2011-10-14 | 2017-03-01 | 刘忠臣 | Three rail swingings become track turnout |
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| CN112030663A (en) | 2020-12-04 |
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